JPH0220434A - Power transmission - Google Patents

Abstract

PURPOSE:To offer driving according to the road condition and the driving condition and prevent a viscous coupling from accompanied rotation by engaging or disengaging a primary clutch, a secondary clutch or a third clutch. CONSTITUTION:A primary clutch C1 which engages or disengages a differential case 17 with or from a primary turning member 9 consists of gears 27and 24. When a secondary friction member is slid to the right, gears 32 and 36 are engaged with each other and when to the left, they are disengaged from each other. A secondary clutch C2 which engages or disengages a differential case 17 with or from a secondary turning member 10 consists of gears 32 and 36. When the secondary friction member 10 is further slid to the right, the engagement of the gears 32 and 36 is released and at the same time, the gears 32 and 34 are engaged. When the secondary friction member 18 is slid to the left, the engagement is released. A third clutch C3 which engages or disengages a side gear 20 with or from the secondary turning member 10 consists of the gears 33 and 34.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a power transmission device used in a vehicle, etc., and more particularly to a four-wheel or full-width drive vehicle (: optimal power transmission device).

(Prior Art) As a power transmission device for stably running a vehicle depending on the road surface condition and driving condition, there is a four-wheel e device as shown in FIG. -13823@publication), in the same figure, this four-wheel drive device is engine 10
1 is transmitted from a transmission 102 to a front wheel differential 103, and further transmitted to a curved wheel differential 105 via a transfer 104.

That is, a ring gear 108 that meshes with the output gear 107 of the speed change a 102 is disposed in the case 106, which is an input member of the front wheel differential 103.
Each lead gear 10 of this front wheel differential door shaft 103
9.110 are connected to the front axle 111.112.

Transnor 104 is viscous coupling 113,
a transmission member 114, first to third clutches C+,
C2 and C3 as main components, and these back screw force snow J tube rings 113 are connected to the first rotating member and (
) A large number of plates t-116 attached to a cylindrical case 115 and a hub 117 as a second rotating member
A large number of play sheets 1-118 are attached with notebooks 116 facing each other with scissors/v, and viscosity such as silicone oil filled inside the case 115! The shear resistance of the fluid transmits torque between the plates 116 and 118. Case 1 in this viscous coupling 113
15 is a case 10 of the front wheel differential 103
6 and is integrally fixed.

The transmission unit vU114 has a pair of gears 12 on a rear export force shaft 119.
It is for transmitting -C driving force through 0,
(The viscous coupling 113 is provided coaxially with the transmission member 114 and the case 106 of the front wheel differential 103 or the case 115 of the viscous coupling 113.) A second clutch C2 is provided between the transmission member 114 and the hub 117 of the viscous coupling 113 for connecting and disconnecting them. The third clutch C3, which is a member, is configured to connect and disconnect the hub 117 of the viscous coupling 113 and one side gear 110 of the front wheel differential 103. A propeller aft 121 is connected to the rear wheel differential 105 via an intermediary.

This four-wheel drive device includes first to third clutches C+,
The driving force transmission path f changes depending on the connection/disconnection state of C2 and C3, and is set to various driving states. ? J', only the second clutch C2 is connected, and the hub 117 of the viscous coupling 113 and the transmission member 114 are connected, resulting in automatic four-wheel drive.

Connect only the first clutch C1, or connect the first and second
When clutch C:+ and C2 are connected, the case 106 of the 1-wheel differential arrangement 103 and the transmission member 11
4 are connected and fixed together, creating a direct four-wheel drive system.

When the first clutch C1 and the third clutch C3 are connected and the second clutch C2 is disengaged, direct four-wheel drive is established, and the viscous coupling 113 acts as a differential limiting device for the front wheel differential renschial 103.

1.2.3 Clutches C+, C2, and Os are all connected, but the four-wheel drive system restricts both the differential between the front wheels 122 and the rear vehicle 123 and the differential between the left and right front wheels 122. 1゜If only the third Kuratsuji C3 is connected, the rear export force @11
9, no torque is transmitted to the two-wheel drive system, and the viscous coupling 113 acts with the differential limiting device of the front wheel differential 103.

Turn off all 1st to 3rd brackets C+, C2, and C3.
With i4, no torque is transmitted to the rear export force @119, and the differential operation of the front wheel differential 103 is not restricted, resulting in normal two-wheel drive.

In this way, the first to third clutches C+, C2.

By operating C3, the optimum driving state according to the road surface condition, driving condition B, etc. can be obtained, and the vehicle can be driven stably.

(Problem to be Solved by the Invention) However, in such a conventional four-wheel drive device, the case 106 of the differential arrangement 1 full 103 and the first rotating member 115 of the viscous coupling 113 are connected and integrated. Therefore, during two-wheel drive, the driving force transmitted to the case 106 is transmitted to the first rotating member 115 and rotates the entire viscous coupling 113. By rotating the viscous coupling 113, this causes running resistance, which in turn worsens fuel consumption, and vibration. One rotating member is rotated to the right, and driving force is transmitted between this first rotating member and a second rotating member that is relatively rotatable by the viscosity of the viscous fluid (with a scas coupling and a driving force transmitted to the first rotating member). a first clutch that connects and disconnects the first rotating member and a case of the differential gear mechanism; A second clutch that connects and disconnects the member and the case of the gear mechanism, and a third clutch that connects and disconnects the second rotating member and one output shaft of the differential gear mechanism. The configuration is as follows.

(Function) By connecting and disengaging the first clutch C+, the second clutch C2, or the third clutch C3, an appropriate drive state can be obtained depending on the road surface condition and driving condition.Especially when the first clutch C+, the second clutch C2, or the third clutch C3 If the third clutch C+C2 and C3 are disengaged, the viscous coupling will be rotated along with it.

(Example) This invention will be explained below based on the drawings.

FIG. 1 and FIG. 2 are diagrams showing an embodiment of the fishing force transmission device according to the present invention.

First, the configuration will be explained. In Fig. 1, the driving force for the internal combustion engine 1 is from the transmission 2 and the transnor 3.
According to the present invention, the power is transmitted to the front wheels 5a, 5b via the four-wheel training device 4 as a power transmission device, and from the transfer 3 to the rear wheels 7a, 5b via the rear wheel side differential gear mechanism 6.
7b.

Here, to explain the four-wheel break-in device 4 as shown in FIG. A substantially cylindrical second rotating member 10 is integrally formed with a first rotating member 9 having a shape, and a substantially cylindrical second rotating member 10 is disposed on the inner circumferential side of the first rotating member 9. Splines are formed on the outer peripheral wall of the second rotating member 10, respectively,
A substantially disc-shaped first resistance plate 11a and a second resistance root 12 are respectively engaged with these splines. A first end wall member 13 and a second end wall member 14 are provided at both ends of the first rotating member 9 and the second rotating member 10, respectively. It sticks to the end,
Second end member 14Lt: Spline connected to the first rotating member 9. , '1st rotating member 9, second rotating member 10,
The working chamber 15 is defined by the first end wall member 13 and the second end wall member 1/1, and the cylinder 715 is filled with silicone oil as a viscous fluid. In addition, Section 1.2
Rotating member 9.10, first and second end members 13.14, first
．． The two resistance plates 11, 12 and the working chamber together form a viscous coupling 35.

On the other hand, on the inner circumferential side of the outer case 8, there is a front wheel differential control mechanism 16 to which the driving force from the outer case 8 can be transmitted.
1, the front wheel side differential gear b1 16 is provided with a differential case 17, a binion gear 19 rotatably supported by the differential case 17 via a binion shaft 18, and a side gear 20 meshing with the binion gear 19. .2
It consists of 1. The side gear/'20.21 is spline connected to the left middle wheel drive shaft 22 on the front wheel side and the right Φ wheel drive @2:3, respectively. Teeth 24 are formed on the outer peripheral wall of the differential case 17 on the right side in FIG.
A fitting groove 25 is formed in the outer case 8 on the opposite side (the right side in FIG. 2) in the direction of the axis of the right wheel drive shaft 23. A fitting piece 26a of a substantially annular first member 26 is fitted into the fitting groove 25, and this first member 26 is inserted into the fitting groove 25.
is slidably attached to the outer peripheral wall of the outer case 8.

Teeth 27 are formed on the inner peripheral side of the fitting piece 26a of the first sliding member 26, and the teeth 27 can mesh with the end 24 of the differential case 17. A fork (not shown) of a moving mechanism is engaged with the first staff member 26, and the moving mechanism slides the first staff member 26 toward the center in FIG. 2 through the fork. Then, the teeth 24 and the teeth 27 mesh with each other, and the outer case 8 and the differential case 17 become connected and integrated.

Here, a cylindrical first drive member 28 is integrally formed on the left side of the second rotating member 10 in FIG. 2 in the shape of a circular shaft. 1st
A substantially annular second drive member 2 is disposed on the inner peripheral side of the drive member 28.
9 is rotatably supported via a needle bearing 30, and this second drive member 29 is integrally formed with the differential case 17. Furthermore, a cylindrical portion 20a serving as one output shaft integrally formed with the side gear 20 is disposed on the inner peripheral side of the two second drive OJ members. Also, the first
A left wheel drive shaft 22 is located on the left end side of the drive member 28 in FIG.
A fitting groove 30 is formed in the axial direction.

A second fitting piece 31a of a substantially annular second sliding member 31 is fitted into the fitting groove 30, and this second sliding member 31 is slidable on the four peripheral walls of the first drive member 28. is attached to. On the inner circumferential side of the first sliding part forest 31, 32, 33 are formed in 12 steps, and the outer side 32 &;
It is possible to engage with the teeth 36 formed on the inner side of the teeth 3.
3 is the 11th function C that meshes with #34 formed on the cylindrical portion 20a.
be. Also, the second active member 31 is in engagement with a moving number of forks (1!).

Here, when the first sliding member 26 is driven to the left in FIG. The tooth 27 and the south 24 form a first clutch 01 that connects and disconnects the f case 17 and the first rotating member 9.

On the other hand, slide the second sliding member 31 to the right! Then, the teeth 32 and 36 mesh with each other, and reverse 1. I will have one training session at T62,
The meshing state 1 of the teeth 32 and 3G is released.

Therefore, the teeth 32 and the teeth 3G constitute a second clutch C2 that connects and disconnects the differential case 17 and the second rotating member 10.

Further, when the second sliding member 10 is roughly slid to the right, the meshing state between the teeth 32 and the teeth 36 is released, and now the teeth 33 and the teeth 34 are meshing, and the second sliding member 18 Conversely, when the teeth 33 and 34 are activated to the left, the meshing state of the teeth 33 and 34 is released. Therefore, the south 33 and 34 are the side gear 20 and the second rotating member 1.
0 and constitutes a third clutch C3 that connects and disconnects.

Next, the effect will be explained.

1.2.3 Connect/disconnect clutches C+, C2, and C3
By adjusting the engine speed, the transmission path of the driving force of the internal combustion engine 1 is changed, and the following various driving states are set.

That is, when the moving mechanism moves the C1 first rib member 26 to the left in FIG. 2 through the fork, the f427 of the first sliding member 26 meshes with the teeth 24 of the differential case 17. 1, the first clutch c++ and i are connected, and the differential case 17 and the first co-rotating portion vj9 are connected as one body.

When the first clutch C1 is connected, the driving force is transmitted from the internal combustion engine 1 to the transmission 2.1-lance foot 3, and further transmitted to the outer case 8.
] The driving force 9 transmitted to the differential case 17 via the member 26, the driving force 1 transmitted to the differential case 17, and the vinyl A-1
- A 19, side t'-720, 21, li side transport drive first 22 and right wheel drive 4'1l123 are transmitted while allowing these differences vJ (shown by solid lines in Figure 2)
. At this time, the driving force is transmitted to the first rotating member 0 b,
Since the second rotating member 10 and the first and second driving members 28, 29 rotate together with the first rotating member 9, the viscous coupling 35 does not operate. () Therefore, the driving force of the internal combustion engine 1 is [-Lance E mission 2, ]-LanceF73
to the front wheels 5a, 5b, rear wheels 7a,
7b and 8) When the first active member 26 is vibrated in six directions in the opposite direction, the first clutch C1 is disengaged, and the first rotating member 9 and the γ7 case 17
The connection state of is released. Next, move the second sliding member 31 to the right! ? When the 28th rotational member 31 is moved, the teeth 32 of the 28th rotation member 31 mesh with the teeth 6 of the second drive member 29. In other words, the second clutch C2 is connected to the differential case 17 and the second rotation member 10. The second clutch C2 is connected 4.
- Then, the driving force transmitted to the outer case 81 - that is, the first rotating member 9 - is transmitted through the viscous cup link 35 1)
and is transmitted to the first drive member 28. Furthermore, the driving force is the second
is transmitted to the two second drive members via the rotating member 31,
The front wheels 5a, 5bz\ are transmitted from the differential transmission mechanism 16 (
i11. shown by the broken line in FIG. Therefore, the front wheels 5a, 5b
A differential is allowed between the rear wheels 7a and 7b, and tight corner braking phenomenon is prevented from occurring. Also, since the viscous coupling 35 operates, the front and rear wheels 5a,
If any one of the wheels 5b, 7a, and 7b spins idle, the driving force will not be transmitted to the other wheel.

When the second falsifying member 31 is further moved P4 to the right, the second
The teeth 33 of the sliding member 31 mesh with the teeth 34 of the cylindrical portion 20a, and the end 32 of the second active member 31 is released from the meshing state with the teeth 36 of the second spinning member 29.

At this time, the first sliding member 26 is driven to the left so that the teeth 24
The teeth 27 are brought into mesh. '? l, that is, the first clutch C
The first and third clutches C3 are connected and the differential case 17
The first rotating member 9 is connected and integrated, and the second rotating member 10 and the lead gear 20 are connected and integrated. 1st
．． When the three clutches C1 and C3 are brought into contact, the driving force transmitted to the rear gear 8 is transmitted to the front wheel 5a via the differential gear 10.

51) (in FIG. 2, indicated by the dotted chain line 1j).

If a differential occurs between the h-side transport drive shaft 22 and the right-side wheel drive shaft 23 while driving on a rough road, the first rotating member 9 and the second rotating member 10 will rotate in phase λJ. This relative rotation is limited by the viscous resistance of the sticky fluid. In other words, the differential between the left transport drive shaft 22 and the right wheel drive shaft 23 is limited, and the performance on rough roads is improved.

When the first and second I moving members 18 are slid to the right and left, respectively, in the reverse direction in FIG.
, C2, and C3 are separated. (Internal combustion engine + if
The driving force of 1 is transmitted by the transfer 3 only to the rear wheels 7a, 7b via the contact wheel side differential tooth width mechanism 6, thereby providing normal two-wheel drive by the rear wheels 7a, 7b. Here, rear wheel 7
In the case of two-wheel drive using a and 7b, the front wheels 5a and 5b rotate together and rotate the differential case 17 of the front wheel side differential gear gate structure 16, but since the clutch 01 is disengaged, this rotation is caused by the viscous coupling 35. is not transmitted to the first rotating member 9. Therefore, when driving a 7-wheel drive, the viscous coupling 35 is rotated 1- becomes <S1,
Therefore, the running resistance caused by the rotation of the viscous coupling 35 is eliminated.1. It can significantly reduce fuel consumption,
Also, there is no need for the first one to start.

In this way, the 1st and 2nd sliding members 26.31 are
! If X, this first to third Kuratsuji CIC2, C:
1 are connected and disconnected, and the optimum drive condition can be obtained depending on the road surface condition and driving condition.

Next, the second embodiment of the four-wheel drive device according to the present invention will be described in a third embodiment.
As shown in the figure. In the same figure, 80 is a viscous coupling, and this viscous coupling 801 is composed of a first rotating member 52, a second rotating member 53, etc., which are integrally formed with the outer case 51. The gear gate mechanism 60 includes a differential case 59 and a differential case 59.
The pinion shirt 1-62 fitted into the fitting groove 59a, the pinion gear 633 that is rotatably supported by the vinyl A seat 62, and the lead gear 64.65 or I that meshes with this pinion 763. There is. Side 1!
The Aro 4.65 is spline connected to the front wheel side No. 1 side wheel drive shaft 66 and the right side wheel drive shaft 67, respectively.

Here, differential case 59 is Binion Shirt 1-62.
This differential case 5 is able to slide freely against the A3.
A moving member 69 is attached to 9 via a U member 68. The moving member 69G consists of a cylindrical portion (39a) placed on the outer circumferential side of the denogoose 59 and an engaging piece 69b extending from the cylindrical portion 69a to the right side in FIG. The engagement halo 9b is formed on the outer case 51 in the direction of the right wheel drive shaft 67.
It is embedded in the first part. The tip of the engagement piece 691) engages with an operating portion 71 slidably provided on the outer peripheral wall of the outer case 51. .

When the operating section 71 is slid to the right, the moving member 69 (
), the differential case 59 moves to the right and this fitting groove 59
a and a protrusion 51a formed on the outer case 51 are fitted, and the outer case 51 and the differential case 59 etc. are connected and integrated. The left side of the differential case 59 in Figure 1 is τ'
A hole 72 is formed on the inner side, and a substantially annular idling member 74 is engaged with the left side of the tooth 72 and is on the right side of the inner peripheral M tooth 73.
It is locked by a gate member 75. A hole 7G capable of meshing with the teeth 73 of the idling member 74 is formed at 764 on the side.
A substantially annular driving member 77 is interposed between the side gear 64 and the second partition wall member 57 and is connected to the second rotating member 53 by a spline.

A south part 78 is formed on the outer circumferential side of the drive member 77, and this tooth 78 can mesh with the tooth 72 of the differential case 59 or the part 73 of the idling member 74.

Here, when the operating member 71 is slid to the right, the differential case 59 is simultaneously driven to the right, and the m of this differential case 59 is
72 meshes with the second part 78 of the drive member 77, and when the tooth 72 is slid to the left, the meshing state between the teeth 72 and the teeth 78 is released. Therefore, the teeth 72 and the teeth 78 constitute a second clutch C2 that connects and disconnects the differential case 59 and the second rotating member 53.

Further, when the operating member 71 is slid further to the right from the position where the i72 and the teeth 78 engage, the differential case 59 is also simultaneously slid to the right, and the teeth 72 and the teeth 78 do not engage with each other, and the idling member 7
The teeth 73 of No. 4, the teeth 78 of the drive member 77, and the teeth 76 of the side gear 64 fit together, and the fitting groove 593 of the differential case 59 and the protrusion 51a of the No. 7 outer case 51 fit together. Conversely, when it is slid to the left, the meshing state between the teeth 73 and the teeth 78, 76 is released, and the fitting state between the fitting groove 59a and the fitting portion 51a is released. Therefore, the teeth 73 and teeth 78 and 76 constitute a third clutch C3 that connects and disconnects the second rotating member 53 and the side gear 64, and the fitting groove 598 and the fitting part 51a etc. form the outer case 51 and the differential case. 1st to connect/disconnect from 59
It constitutes Kuratsuji C1.

When the operating member 71 is moved largely toward the left as shown in FIG. 3, the first to third clutches ClO2 and C3 are disengaged. At this time, the driving force of the internal combustion engine is transferred to the transformer 71.
The power is transmitted only to the rear wheels via the l!1 differential tooth interlocking mechanism, resulting in normal two-wheel drive using the rear wheels.Here,
In the case of two-wheel drive using the rear wheels, the front wheels rotate together and rotate the differential case 59 of the front wheel differential tooth width mechanism 60, but since the clutches C+, C2, and C3 are disconnected, this rotation is caused by the viscous coupling 80. the first rotating member t)2 of
will not be transmitted to. This prevents the viscous coupling 80 from rolling around during two-wheel drive. Therefore, the running resistance caused by the rotation of the viscous coupling 80 becomes <, 'K<, which further reduces fuel consumption and does not generate any driving force.

〔Effect of the invention〕

As explained above, according to the present invention, the first clutch connects and disconnects the first rotating member and the case of the differential gear mechanism, and the second rotating member and the case of the differential gear mechanism connect and disconnect. connection·
Since the second clutch that disconnects and the third clutch that connects and disconnects the second rotating member and the output shaft of the differential gear mechanism are provided, it is possible to connect and disconnect the first to third clutches. If you release it, you can obtain the optimal drive condition depending on the road surface condition and driving condition.In particular, if you disengage the 14th and 3rd clutches when driving two wheels, you will not have to turn the viscous saw bling. Therefore, the viscous coupling)
The running resistance caused by running around is eliminated, further reducing fuel consumption, and there is no vibration.

[Brief explanation of the drawing]

1 and 2 are diagrams showing one embodiment of the power transmission device according to the present invention, and FIG. 1 is an overall schematic diagram of this power transmission device installed in a four-wheel drive vehicle, and FIG. 2 is a sectional view of this power transmission device, FIG. 3 is a sectional view showing a second embodiment of the power transmission device according to the present invention, and FIG. 4 is a sectional view of a conventional power transmission device. 8...7 Outer case 9...First rotating member 10...Second rotating member 16...・Differential gear mechanism 17...Differential case C1...First clutch C2...Second clutch C3...Third clutch

Claims (1)

[Claims] A viscous coupling has a first rotating member to which a driving force is transmitted, and transmits the driving force between the first rotating member and a relatively rotatable second rotating member by the viscosity of a viscous fluid; a differential gear mechanism capable of transmitting the driving force transmitted to the first rotating member to left and right or front and rear wheels, and a first clutch that connects and disconnects the first rotating member and a case of the differential gear mechanism; , a second clutch that connects and disconnects the second rotating member and a case of the differential gear mechanism; and a third clutch that connects and disconnects the second rotating member and one output shaft of the differential gear mechanism. A power transmission device characterized by being provided with.